Electro-pneumatic gate and signal-operating apparatus



(No Model.)

W. ROBINSON ELEGTRO PNEUMATIC GATE AND SIGNAL OPERATING APPARATUS.

No. 267,259. v Patented Nov. 7, 1882.

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WILLIAM ROBINSON, OF BOSTON, MASSACHUSETTS.

ELECTRO-PNEUMATIC GATE AND SIGNAL-OPERATING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 267,259, dated November 7, 1882.

Application filed March 9, 1882.

To all whom it may concern:

Be it known that I, WILLIAM ROBINSON, a citizen of the United States, residing at Boston, in the county of'Suffolk and State of Massachusetts, have invented a new and useful Electro-Pneumatic Apparatus for Operating Gates and Signals, (for which Letters Patent No. 2,280, bearing date August 30, 1871, have been obtained in Great Britain by Alexander Melville Clark, as communicated by me, and for which I have obtained Letters Patentiu France, No. 94,393,bearing date February 29, 1872,) of which the following is a specification, reference being had to the accompanying drawings.

The invention has for its object the automatic openingand closing of gates, or the actuation of signals (audible or visible) by a moving vehicle while at a distance therefrom.

The invention consists in a suitable mechanism for actuating said gates or signals through the agency of compressed air, the action of which is controlled by an electro magnet or magnets, these being in turn controlled (as regards the opening and closing of their actuating-circuits) by avehicle while in motion.

In addition to the several details of its construction, the invention includes certain mechanism for the operation of an air-pump by a moving vehicle, and also mechanism for preventing a vehicle, while passing in one direction, from opening or closing such electrical circuits as are designed to be controlled by vehicles passing in the opposite direction.

The invention, while applicable to gates or sign alsin any situation,is particularly designed for such as are located at the intersection of railways and highways, for the purpose of preventing collisions and other accidents. It will be sufficient here to describe its application-in such connection.

Referring to the accompanying drawings, Figure 1 is a side elevation, partly sectional, ofthe invention as applied to a railway-crossing, the electric circuits being shown in diagram. Fig. 2 is a plan view of a portion of the same. Fig. 3 is a front elevation of the mechanism by which the magnet controls the action ofthe piston-rod and valve. Fig.4 isa sideelevation of the same.

(No model.) Patented in England August 30, 1871, No. 2,280, and in France February 29, 1872,

Similar reference-letters apply to corresponding parts.

The railroad track is shown at A A, Figs. 1 and 2.

The gate closing. the crossing is shown at B. It is represented in the figure as closed, or in the position it is designed to occupy during the passage of a train. The gate is suspended by a cord or chain, a a, which passes over the pulleys c c and winds around the drum d.

Acl osed reservoir or tank (partially shown at G) contains a supply of compressed air, which may be furnished by a compressing-pump, E, or byanyotheradequate arrangement. This pump is preferably operated by the levers F and G, which are actuated by the wheels or any suitable appendage of one or more passing vehicles, which, while traveling along the track, may press up on or against the short arm of the lever G, thereby causing the long arm of said lever to elevate the lever F and piston 00 of the pump. On the removal of the pressure the levers return to their normal position in virtue of the force exerted by the spring q.

The passage of the compressed air through the exit-pipe e is regulated in respect to quantity by means ofthecock or valve N, and controlled with reference to its entrance to the cylinder 1) by the valve p,-which is opened and closed by means of the valve-rod I Fig. 1 shows the valve 1) as opened, while the exhaust-pipe u is closed. When the valve p is in this position the cylinder D is filled with compressed air, and its pressure forces the piston 17 in the direction indicated by the arrow 00; but its further progress is arrested by the spur h, projecting from the piston-rod M, which comes in contact with the stopfupon the armature-lever I. This armature-lever is actuated in the ordinary manner by an electro-magnet, H, which is shown in the figure in its magnetic condition produced by an electric current from the battery J, which traverses its coils and holds its armature c in contact with its poles in opposition to the force exerted by the retracting-spring w.

Beginning with the electro-magnet H, the route of the current may be traced as follows: from battery J to circuit-breaker L, thence to circuit-closer K, (represented in the figure as closed,) conductor 1', magnet G, (the function of which will hereinafter be explained,) conductors i i, returning to magnet H and the other pole of the battery J.

\Ve have represented the gate B as lowered and the circuit closed. .ln order to elevate the gate it is only necessary to interrupt the electric circuit, the operation being as follows: Upon the interruption of the circuit the electro-magnetH becomes demagnetized. The armature a and its lever I, carrying the stopf, are thereby left free to move under the action of the spring 10. The stop f, on being withdrawn from the path of the spur h, no longer prevents the motion of the piston 12. Thelatter, by virtue of the action of the compressed air behind it,moves a short distance in the direction of the arrow or, during which time the spur t engages with a projection, 8, upon the valve-rod P, and carries the latter a sufficient distance in the same direction to close the valve 1), cutting off the flow of air to the cylinder D, and to open the exhaust-passage a. The air-pressure within the cylinder D is thus removed, and the piston 'v is forced back into the cylinder by power derived from mechanism next to be described. A pitman-rod, m, is eecentrieally connected to the toothed wheel m, to the axis of which a drum, n, is rigidly secured. A weight, 0, is suspended by cord 2, which is wound around the said drum, and by its descent the drum and toothed wheel on are caused to revolve in the direction indicated by the arrow 00. The toothed wheel m, in its rotation, gives to the pitma-n-rod m a motion which, communicated by the piston-rod M, drives the piston into the cylinder until the spur it engages with the stop 9 of the armature-lever, which, in virtue of the spring to, has been elevated. At the same time the toothed wheel m,co-operating with the pinion 1, causes the drum (1 to revolve and thereby elevate the gate, the weight 0 being suflicient to overbalance theweight of thegate. The gate remains open until the circuit is again closed. Upon closing the circuit the electro-ma-gnet H be comes charged, the armature a is attracted, and the stop gdisengages from the spur h, and allows the weighto, acting through the intermediate mechanism, to force the piston 1) still fartherbackintotheeylinder. Duringthismovement of the piston the spur tengages with the projection 1' of the valve-rod Pand moves the rod asuflicient distance to open the valve 12 and close the exhaustu. Compressed air thereupon enters the cylinder, the piston is propelled in the direction indicated by the arrow 00. This motion is communicated by piston-rod M and pitman m to the wheel at and drum (1, which revolve through a distance equal to a part of its circumference. This movement winds up the weight 0, at the same time unwinding the cord a, and allows the gate to descend.

From the above description it will be understood that so long as a supply of compressed airis maintained in the reservoir 0 the gate D may be elevated by opening the circuit and lowered by closing the circuit through the magnet H. The opening and closing of the circuit are effected automatically by a moving train upon a railway, in the manner now to be described. Suppose a train, while approaching the crossing at which the gate is situated, in the direction of the arrow 5 to act upon the circuit-closer K, which may be located at a distance of half a mile (more or less) from the crossing. The circuit is thereby opened and the gate immediately lowered in the manner explained. Having passed the gate, let the same vehicle operate the circuit-breaker L. The gate will be at once elevated.

The mechanism of the circuit-breakerL is as follows: When the short arm of a lever, Z, is depressed by the wheels of a passing train its long arm rises and lifts the flat spring Z. This breaks the circuit at the point 1.

The mechanism of the circuit-closer K is as follows: Alever, U, is depressed bythe wheels of the passing train. This elevates a lever, A, and closes the circuit at k. A current will then pass through the magnet k. The latter, by attracting its armature, keeps the circuit closed independently of the lever A.

It is important that the circuit should only be closed by such trains or vehicles as are approaching the crossing. To prevent it from being operated by those passing in the opposite direction, a lever, T, is provided to be operated by such trains before reaching the lever U. The rod V is provided with a beveled or wedge-shaped tooth, a, (see Fig. 2",) which, when the lever T is actuated by a passing train, is depressed thereby and comes in contact with the lever A, causing it to be moved out of the path of the lever U, so that the subsequent pressure on the latter does not affect the circuit-closer K. To prevent thelever A from returning too speedily into position for actuation by the lever U, a bellows, B, or cylinder and piston, is provided. \Vhen the lever A is thrust aside the air is forced from the bellows through the valve 61. The pressure having been removed, the spring 0 draws the lever A into its normal position; but this requires considerable time, as the lever A is attached to the face of the bellows and air is admitted very slowly through the valve (1. A similar contrivance may be used, in connection with the circuit-breaker L, to prevent trains from breaking the circuit while passing in the wrong direction.

From the time of closing the circuit at K to breaking the same at L it is necessary that the armature a should be kept in contact with the poles of the magnet H. This prolonged contact may be secured by making the circuitcloserK, as shown in the figure, of such aform that so long as the electro-magnet 10' remains vitalized and attracts its armature the circuit will remain closed, and, as the electro-magnet is included in this circuit, the contact at K will IOU remain closed until the circuit is broken at another point, as at L, just beyond the crossing 5 or the device hereinafter described may be advantageously used.

A lever, B, Figs. 3 and at, is provided, which, when the armature a is attracted, is drawn by action of the spring b beneath the elevated end of the lever I. The latter will be firmly held until the lever It is removed, whichis preferably effected by placing a circuit-closer just beyond the crossing, so that at the proper time a current may be passed through the magnet S, causing it to attract its armature c and remove the locking-armature It.

, The gate may be arranged to swing on a vertical or on a horizontal axis, levers being substituted for the geared Wheels and pulleys; or in place of the gate the same mechanism may be employed to display or conceal or actuate in any mechanical manner a visual signal.

. The gate or signals may be operated by trains approaching from either-direction by placing circuit-breakers and circuit closers on each side of the gate.

It remains to describe my invention as applied to the use of audible signals.

A bell or alarm, D, preferably operated by 'nclock-work, is controlled by the tripping-lever F, attached to the armature n of the electro- The tripping-lever is of ordinary construction, such that when its spur h is held clear of the escapement-wheel h the bell will ring continuously. The spur h may be maintained in an elevated position either by the operation of the magnet G, as shown in the figure, or by a locking-lever similar to that shown at It, Figs. 3 and 4. In either case the movements of the lever are controlled by the moving train in the manner described in con- 0 nection with the lever I.

The clock-work, which may be operated in a well-known manner by a spring or weight, is automatically wound by the rack H, gearing with the toothed wheelg. As the clock-Work runs down the rack H is moved so as to bring one end of the lever I, with which it engages at 0, into the path of the spurf of the pitma-n m. It then the pitman moves, the spur f will operate the lover I and wind the clock-work.

o The spur f may be placed on the piston-rod M, or the clock-work may be wound by any suitable mechanism operated by the piston 11 or by the direct action of the passing vehicle. A direct-acting electrical bell may be used' in 15 place of that described; but the latter pos- The audible signal.

or a closed circuit operated by circuit-breakers. The system may be operated by the moving vehicles or byhand, and in thelatter case a large number might be controlled by a single operator at acentral station; or, lastly, electricity mightin some cases be dispensed with altogether and the valve 01 be operated directly by mechanism actuated by the approaching or departing vehicle.

I claim as my inven'tion 1. The combination, substantially as hereinbefore set forth, of a motor automatically controlled by a moving vehicle and driven by fluid-pressurefor actuating or changing the position of a gate or signal, and a weight operating under the force of gravity to reverse at times the action of said motor, and thereby restore said gate or signal to its original position.

2. In a gate or signal-operatingmechanism, the combination, substantially as hereinbefore' set forth, of a piston moved to and fro within a cylinder by fluid-pressure and by the action of a Weight, a valve to govern the movements of said piston by controlling the admission and exit of the fluid to and from said cylinder, and means for automatically operating said valve through the movements of a moving vehicle.

3. The combination, substantially as hereinbefore set forth, of a gate or signal actuating mechanism, a valve by the opening and closing of which the operations of said mechanism may be governed, an electro-magnet and armature, and an escapement device whereby the alternate opening and closing of said valve is made to depend upon the movements of said armature.

4. The combination, substantially as hereinbefore set forth, of a gate or signal, a piston moved within a cylinder by fluid-pressure for actuating said gate or signal, a valve for controlling by its opening and closing the alternate movements of said piston, a spurred valve-rod by the alternate motion of which in one direction or the other said valve may be opened and closed, mechanism, substantially such as described, tending to move said valverod alternately in opposite directions, and a spurred armature-lever actuated by an electromagnet for regulating and controlling the movements of said device.

5. In a gate or signal operating mechanism, the combination, substantially as hereinbefore set forth, of a piston moved to and fro within a cylinder, either under the action of compressed air or that of a weight, a spurred piston-rod moving with the said piston, and a spurred armature-lever actuated by an electromagnet to arrest and control the movements of the said piston-rod and piston.

6. The combination, substantially as hereinbefor'e set forth, of a gate or signal operating mechanism actuated by fluid pressure, an electromagnetic escapement device by which the action of said fluid-pressure is controlled,

ICO

IIS

and an electric circuit which includes an electric generator, the coil or coils surrounding the clectro-inagnet of the said escapement device, and a circuit-closer or circuihlueaker, or both, which are adapted to be actuated by a moviug vehicle, whereby the action of the said generator upon the said electro-magnet is determined.

In testimony whereof I have hereunto subscribed my name this 4th day of March, A. D. 1882.

\VILLI AM ROB INSON.

\Vitnesses:

JOHN \V. TENNEY, FRANCIS S. Dyna. 

